Suspension means for railway ballast cleaning apparatus



May 29, 1956 S. F. JUDD ET AL Filed Feb. 8. 1950 6 Sheets-Sheet 1 May 29, 1956 s. F. JUDD ET AL 2,747,850

SUSPENSION MEANS PoP RAILWAY BALLAST CLEANING APPARATUS Filed Feb. 8, 1950 5 Sheets-sheet 2 May 29, 1956 s. F. JUDD ET A.. 2,747,850

SUSPENSION MEANS RoR RAILWAY BALLAST CLEANING APPARATUS Filed'Feb. 8. 195o 8 Sheets-Sheet 3 /37 /vymAf/Ihymw Affdfe/vgi/S.

May 29, 1956 s. F. JUDD ET A1. 2,747,850

SUSPENSION MEANS FOR RAILWAY BALLAST CLEANING APPARATUS Filed Feb. 8, 1950 6 Sheets-Sheet1 4 Agg /477 /63 j INVENTORS BY 612A ,il l (zig/waz;-

May 29, 1956 s. F. JUDD ET AL 2,747,850

SUSPENSION MEANS FOR RAILWAY BALLAST CLEANING APPARATUS Filed Feb. 8, 1950 6 Sheets-Sheet 5 May 29, 1956 s. F. JUDD ET AL 2,747,850

SUSPENSION MEANS FOR RAILWAY BLLAST CLEANING APPARATUS Filed Feb. 8, 1950 5 SheetS-Sheet 6 IN V EN TOR' a( H TWO/ENEPLS'.

United States Patent C) SUSPENSION MEANS FR RAlLWAY BALLAST CLEANING APPARATUS Sebastian F. Judd, Milwaukee, Wis., and Harry W. Protzeller, deceased, late of Milwaukee, Wis., by Sebastian F. Judd, executor, Milwaukee, Wis., assignors to Rail- Way Ballast Engineers, Inc., Milwaukee, Wis., a corporation of Wisconsin Application February 8, 1950, Serial No. 143,002

Claims. (Cl. 262-2) This invention relates to improvements in apparatus for cleaning railway ballast.

One of the most important factors in the attainment and maintenance of the rm and level roadbeds which are required by present day railways is a foundation of clean, well drained ballast. There are a number of factors which contribute to the fouling of railroad ballast. One of these is the discharge from the stacks of steam locomotives of considerable quantities of coal and cinders. This is deposited on the ballast together with other Inaterial, such as sand, gravel, coal, and the like, which has been dropped from freight cars. These fouling materials which are of relatively small size, work their way down, as a result of vibration and rain, into the interstices be tween the ballast aggregate and said interstices are eventually iilled to such an extent that proper drainage therethrough is prevented. As a result, water from rain and snow, instead of draining away from the ballast, accumulates therein, either being diffused throughout the mass or being in the form of puddles. In either event the roadbed is made objectionably soft.

When a train is travelling over a roadbed which has become soft as a result of fouling and water accumulation as above described, the weight of the rolling stock forces the ties downwardly into the soft ballast. As this weight releases a depressed portion of the track, the resiliency of the rails lifts the ties back to their normal positions. This vertical reciprocation of the ties creates a pumping action in wet weather, and as a result, mud dams are formed which extend between the ends of adjacent ties and which prevent drainage of water laterally outwardly beyond said ends. If this condition is allowed to continue, the roadbed rapidly deteriorates, not only because the roadbed is rendered rough and unsafe, but also because rotting of the ties and growth of vegetation is encouraged.

In order to remedy the undesirable situation just described, devices have heretofore been proposed for excavating the foul ballast from the shoulders and/ or from the intertrack spaces adjacent the tie ends, to a depth considerably below the bottoms of the ties. These devices clean the foul ballast by separating the fouling material therefrom, and then deposit the cleaned ballast back in its previous location. During the excavating operation, any mud dams at the tie ends are broken down, and drainage in a laterally outward direction from the spaces between the ties is thereby made possible. As this drainage takes place, the water drains down through the cleaned ballast and into the sub-ballast. Rains thereafter flush out the undesirable substances in the ballast between the ties, said substances being carried laterally outwardly with the draining rain water through or into the shoulder ballast, from which it can be removed in a subsequent cleaning operation.

The devices which have been heretofore developed for the cleaning of railway ballast have not been entirely satisfactory for a number of reasons. Adequate cleaning of the ballast has heretofore required complicated and 2,747,850 Patented May 29, 1956 expensive equipment, and the speed or output of even the most expensive equipment has left much to be desired. Furthermore, the prior equipment has been subject to damage when encountering obstructions such as large rocks or the like. In addition, in prior equipment the means for connecting the ballast cleaning units to the car associated therewith have been unsatisfactory.

With the above in mind, it is a general object of the invention to provide an improved apparatus for operating on a roadbed such as performing a railway ballast cleaning operation, said device being of a type which is carried by a vehicle such as a railway car and movable therewith, there being novel suspension and hoisting means for moving the units of said apparatus from operative to inoperative positions.

A further object of the invention is to provide an improved apparatus for cleaning railway ballast, said apparatus comprising a pair of cleaner boxes or units positioned at opposite sides of a railway car during a ballast cleaning operation, there being connecting means for pulling said units along with said car, and said connecting means being releasable in response to a predetermined load thereon to permit longitudinal movement of said car relative to said units when the latter encounter obstructions.

A further object of the invention is to provide an improved apparatus of the class described wherein the mounting for the units includes complementary members on said units and on the railway car which interlock and maintain said units at a xed lateral spacing relative to the railway car during operation, at the same time permitting longitudinal movement of said units upon release of the releasable connecting means, said members being slidably disengageable upon hoisting of said units to inoperative positions.

A further object of the invention is to provide an im proved apparatus of the class described wherein there is a pair of vertically swingable, parallelogram Outrigger linkages mounted on opposite sides of a vehicle, from each of which an operating unit such as a ballast cleaning unit is suspended during operation, there being hoisting cables associated with said linkages for raising and lowering said units, and said linkages being swingable inwardly to bring the units to inoperative position.

A further object of the invention is to provide an Vimproved railway ballast cleaning apparatus of the class described wherein there are chains for suspending the cleaning units from the Outrigger linkages during normal operation, said chains being adjustable as to length to maintain said cleaning units level during operation.

' A further object of the invention is to provide an improved apparatus of the class described which is strong and durable, and which thoroughly cleans ballast at a much faster rate than has heretofore been possible.

A further object of the invention is to provide a ballast cleaning apparatus of the class described which is relatively simple in construction, eicient and inexpensive in operation, and which is otherwise well adapted for the purposes described.

With the above and other objects in view, the invention consists of the improved apparatus for cleaning improved apparatus for cleaning ballast illustrating the I cleaning units in operative position;

Fig. 2 is a side elevational view of the improved ballast y cleaning apparatus showing a cleaning unit positioned on the platform of the railway car in inoperative position, and showing cover guards positioned over certain of the endless driving chains of said unit;

Fig. 3 is a front end View of the improved railway ballast cleaning apparatus of Fig. 2, the operating positions of the various parts of the apparatus being shown in dot and dash lines;

Fig. 4 is a fragmentary plan view showing one 0f the ballast cleaning units in operative position, all portions of the suspension apparatus being removed;

Fig. 5 is an enlarged fragmentary side view of one of the improved ballast cleaning units, the outer side wall thereof and other parts being broken away for clarity, and a portion of this View being taken along the line 5-5 of Fig. 8;

Fig. 6 is a sectional plan view of the barile arrangement in one of the improved ballast cleaning units, the view being taken approximately along the line 6-6 of Fig. 5:

Fig. V7 is a fragmentary, transverse, vertical sectional view taken approximately along the line 7 7 of Fig. 5

Fig. 8 is a fragmentary, transverse, vertical sectional view taken approximately along the line 8 8 of Fig. 5

Fig. 9 is an enlarged fragmentary side elevational view of the improved overload release mechanism shown in Fig. 4, parts being broken away; and

Fig. 10 is a fragmentary, transverse, vertical sectional view taken approximately along the line 1i-10 of Fig. 6.

Referring more particularly to Fig. 1 of the drawing, the numeral indicates a conventional railway flat car which is adapted to be connected to and moved by a railway locomotive. The numeral 16 indicates one of the improved railway ballast cleaning boxes or units in operative position beside the car 15. The unit 16 is suspended from an improved parallelogram Outrigger linkage 17 which is mounted on the platform of the car 15. Normally, two units such as the unit 16 are used, one on each side of the car 15; the unit opposite the unit 16 being designated 16 and being suspended from a parallelogram Outrigger linkage 18, a fragment of which is shown in Fig. l. The cleaning unit 16 opposite the unit 16 is substantially identical with the unit 16, and the Outrigger linkage 18 is substantially identical to the linkage 17. Therefore, only one unit will be described in detail.

The Outrigger linkage Mounted preferably on the center line of the railway car 15, at longitudinally spaced points thereon, is a pair of upstanding pedestals 19 and 20. The pedestals 19 and 20 may be made up of a pair of generally triangularly spaced, parallel metal plates extending transversely of the car 15 and disposed in Vertical planes. The pedestals 19 and 26 are suitably secured at their bases to the platform of the car 15, and are spaced apart a distance greater than the length of the cleaning unit 16.

The parallelogram Outrigger linkage 17 is comprised of a pair of inverted U-shaped structural members 21 and 22 which are pivotally connected to the platform of the car 15. The member 21 has its lower ends connected to the flat car 15 at the outer edge of said car adjacent the cleaning unit 16, whereas the member 22, which extends in a plane parallel to the member 21, has its lowerends pivotally connected to the platform of the car 15 at points spaced inwardly from the lower ends of the member 21. Two pairs of horizontally extending links 23 and 24 pivotally connect the forward upstanding legs of the members 21 and 22 at vertically spaced points thereon. Two vertically spaced pairs of horin zontally extending links 25 and 26 pivotally connect the rear upstanding legs of the members 21 and 22 as shown in Figs. l and 2.

Adjacent the outer ends of the links 24, a bracket 27 is fixed to the forward leg of the member 21. Pivotally connected at one end to the apex of the pedestal 19 is the cylinder of a double-acting fluid actuated ram 28. The free end of the plunger of the ram 23 is pivotally connected to the bracket 27. Fixed to the rear upstanding leg of the member 21, adjacent the outer ends of the links 26 is a bracket 29. A double-acting fluid actuated ram 30 has its cylinder pivotally connected to the apex of the pedestal 20, and has the free end of its plunger pivotally connected to the bracket 29. It is apparent that actuation of the rams 28 and 30 will result in movement of the members 21 and 22 and the links 23 to 26 between the solid line positions shown in Fig. 3 and the dot and dash line positions shown in the same figure.

Fixed to and extending longitudinally between the upstanding legs of the member 22 are a pair of parallel longitudinally extending structural members 31 and 32, the member 31 being positioned adjacent the lower ends of said legs, and the member 32 being positioned intermediate the length of said legs. A pair of spaced parallel structural members 33 and 34 have one end fixed to the member 32 and have their opposite ends fixed to the member 22 and extending therebeyond a predetermined distance. The members 33 and 34 are preferably parallel with the legs of the member 22 and are positioned adjacent the forward leg thereof.

Fixed to the upper ends of the structural members 33 and 34 is a plate 35 which extends outwardly at an angle of substantially from said structural members and over the member 22. Fixed to and positioned between the member 22 and the plate 35 are a pair of spaced parallel pulleys 36 and 37 The pulleys 36 and 37 rotate on axes parallel with the axes of pivotal movement of the members 21 and 22. Fixed to the upper extent of the member 21 transversely outwardly of the pulley 37 is a pulley 3S.

A pair of double-acting hydraulic rams 39 and 4i) are transversely aligned respectively with the pulleys 36 and 37, and have the cylinders thereof fixed at their upper and lower ends to the longitudinal structural members 31 and 32 as shown. The rams 39 and 4t) have reciprocatable plungers 41 and 42, at the upper ends of which pulleys 43 and 34 are mounted. A fiexible metal rope or cable 45 is anchored at one end to the plate 35, as at 46. The cable 55 extends downwardly from the plate 35, under and around the pulley 153, over and around the pulley 36, and thence downwardly. A flexible metallic cable or rope 47 is anchored at one end to the plate 35 as at 4S. The cable e7 extends downwardly from the plate 35, under and around the pulley 44, over and around the pulley 37, over and around the pulley 3S, and thence downwardly again.

A pair of vertically extending parallel structural members 49 and 5G, which are substantially identical to the members 33 and 34, are tixed to the longitudinal structural member 32 and to the upper extent of the member 22 adjacent the rear end of the latter. The members 49 and 5f) extend beyond the member 22 and have fixed to their upper ends a plate 51 which is similar to the plate 35, said plate extending outwardly over the member 22. A pair of spaced, parallel pulleys 52 and 53 are fixed to and positioned between the upper extent of the member 22 and the plate 5f. The pulleys 52 and 53 rotate on axes which are parallel to the axes of the pulleys 36 and 37. A pair of double-acting hydraulic rams 54 and 55, which are similar to the rams 39 and 40, are aligned with the pulleys 52 and 53 and are fixed to the inner sides of the longitudinal structural members 31 and 32, as shown. rthe rams 54 and 55 are provided with plungers 56 and 57', on the upper ends of which are mounted pulleys 53 and 59. Fixed to the upper extent of the member 21 in transverse alignment with the pulley 52`is a pulley 6G. Fixed at on end to the plate Si, as at 61, is a flexible. metallic cable 62. The cable 62 extends downwardly from the plate 51, under and around the pulley 53, over and around the pulley 52, over and around the pulley 60, and thence extends downwardly. A flexible metallic cable 63 is fixed at one end to the plate 51, as at 64. The cable 63 extends downwardly from the plate 51, under and around the pulley 59, over and around the pulley 53, and thence downwardly again.

As shown in Figs. l and 3, the improved apparatus includes a pair of ballast cleaning boxes or units, one for each side of the car 15. The cleaning units themselves and their suspension and hoisting mechanism are sub stantially identical, and therefore only the apparatus on one side of the car is being described in detail.

The cleaning unit supporting structure As appears from the drawing, the cleaning unit or box 16, comprises an elongated rectangular metal box which is relatively narrow in width and which has an open bottom. Fixed to the upper surface of the box 16 and extending transversely thereof, and spaced apart a distance substantially equal to the spacing between the pulleys 36 and 37, is a pair of horizontally extending structural members 65 and 66. The members 65 and 66 are T- shaped in cross-section and are provided with upstanding flanges which are apertured adjacent each end.

The depending end of the metal cable 45 is connected to the apertured inner end of the upstanding flange of the member 65 as shown. The depending end of the cable 47 is connected to the apertured outer end of the iiange of the member 66 as shown. A padeye 67 is fixed to the upper extent of the member 21 transversely outwardly of the pulley 36, and depending from the padeye 67 is a chain 68 which is connected, through a turnbuckle 69, to the apertured outer end of the ilange of the member 65. Fixed to the upper extent of the member 22 adjacent the pulley 37 is a padeye 70, and depending from the padeye 70 is a chain 71 which is connected through a turnbuckle 72 to the apertured inner end of the flange of the member 66.

A pair of spaced, parallel, transversely extending T- shaped structural members 73 and 74 are fixed to the upper surface of the box 16 in alignment with the pulleys 52 and 53. The members 73 and 74 are each formed with an upstanding tiange which is apertured adjacent each end. The depending end of the metal cable 62 is connected to the apertured outer end of the flange of the member 73 as shown in Fig. l and the depending end of the metal cable 63 is connected to the apertured inner end of the flange of the member 74. A padeye 75 is fixed to the upper extent of the member 21 in transverse alignment with the pulley 53. A chain 76 depends from the padeye 75 and is connected, through a turnbuckle 77, to the apertured outer end of the flange of the member 74. A padeye 78 is ixed to the upper extent of the member 22 adjacent the pulley 52, and depending from the padeye 78 is a chain 79 which is connected, through a turnbuckle 80, to the apertured inner end of the flange of the member 73, as shown in Fig. l.

Fig. l and the dot and dash lines of Fig. 3 indicate the normal working position of the cleaning unit 16. When in this position the weight of the unit is supported by the parallelogram outrigger structure 17 through the chains 68, 71, 76 and 79. When, however, it is desired to move the unit to its inoperative transporting position indicated in Fig. 2 and in the solid lines of Fig. 3, the plungers of the hydraulic rams 39, 4t), 54 and 55, are retracted simultaneously the same amount to thereby cause the cables 45, 47, 62 and 63 to raise the unit vertically and on an even keel.

When the unit 16 has been raised above the level of the platform of the car 15, the plunger of the ram 28 may be retracted, thereby swinging the parallelogram outrigger linkage inwardly to the substantially vertical position thereof shown in Fig. 3. This movement simultaneously moves the cleaning u nit 16 inwardly over the platform of the car 15 and between the forward and rear legs of the members 21 and 22. A minor extension of the plungers of the rams 39, 40, 54 and 55 then lowers the unit 16 onto the platform of the car 15 to the position just described to transfer the weight of said unit from the cables to said car platform. Movement of the unit 16 from this inoperative position to its normal operating position is accomplished by a reversal of the steps just enumerated.

Mounted on the side of the car 15, adjacent the cleaning unit 16, as clearly shown in Figs. 2 and 4, is a pair of elongated, spaced hook members 81 and S2.' The hook members 81 and 82 extend horizontally and longitudinally of the car 15, and have their free ends projecting rearwardly as shown. Mounted on the inner wall of the unit 16, and spaced apart a distance substantially equal to the spacing between the hook members 81 and S2, is a pair of hook members 83 and 84. The hook members 83 and 84 extend substantially vertically and have their free ends projecting downwardly.

As the unit 16 is lowered into operative position from its position in Figs. 2 and 3, the vertical hooks 83 and 84 interlock with the horizontally extending hooks 81 and 82 in the manner clearly shown in Fig. 4 and in the dot and dash lines of Fig. 3. It will be noted that the connections between the hooks 81 and S3 and the hooks 82 and 84 prevent any substantial lateral movement of the unit 16 from its normal operating position relative to the car 15. It will also be noted, however, that the interlocked hooks do not prevent longitudinal rearward movement of the unit 16 relative to the car 15.

The overload release mechanism As stated previously, the weight of the unit 16, when in normal operating position, is suspended from the chains 68, 71, 76 and 79. These chains, however, do not operate to draw the unit forwardly with the car 15 as said car moves forwardly. Mounted on the side of the car 15, adjacent the forward end of the unit 16, as shown in Figs. 1, 2 and 4, is an overload release unit 85.

Referring to Figs. l, 2, 4 and 9 the unit 85 comprises a generally rectangular, vertically positioned mounting plate 86, which is bolted or otherwise fixed to the side of the car 15 and which extends longitudinally of said car. Projecting outwardly from the plate 86 are a pair of spaced, vertical rectangular end plates 87 and 88, and fixed to the outer edges of the end plates 87 and 88 is an outer plate 89 which extends parallel with the mounting plate 86. A pair of triangular horizontally extending gusset plates 9@ and 91 may further connect the end plates 87 and 88 to the mounting plate 86 for strengthening purposes.

The mounting plate 86 and the outer plate 89 are formed with coaxial bores 92, (see Figs. 2 and 4), and journaled in the bores 92 is a relatively short transverse shaft 93. Fixedly mounted on the shaft 93 between the plates 86 and 89 are a brake drum 94 and star wheel 95. The plates 86 and 89 are coaxially apertured as at 96 to receive a transverse anchoring pin 97. The forward end plate 87 is apertured adjacent its lower edge to slidably receive an adjusting bolt 98, the latter extending horizontally rearwardly and being threaded at its rearward end. A brake band 99, having fixed thereto a layer of suitable frictional material 100, such as that commonly known as brake lining, is anchored at one end to the anchoring pin 97 and extends around the brake drum 94 in engagement with the periphery of said drum, as shown in Fig. 9. The brake band 99 is provided at its other end with an adjustment nut 101 into which the adjustment bolt 98 is threaded. The adjustment bolt 98 causes the brake band to exert a predetermined frictional resistance to rotation on the brake drum 94.

The star wheel is formed with a plurality of similar spaced peripheral recesses 102. Mounted on the inner wall of the unit 16 forwardly of and adjacent the hook 83 is a generally V-shaped bracket 103 which projects avrannov toward the car 15. The bracket 103 carries a transverse pin 104 to which is connected a metal chain 105 or other suitable flexible connecting member said chain being preferably provided with one or more swivel links (not shown). At the forward end of the chain 1ii5 is an elongated link 106 which is provided witl an intgeral, transversely extending pin 167 (see Fig. 9). The pin 107 is adapted to be removably positioned in one of the peripheral recesses 1t2 of the star wheel as shown in Fig. 9. The combined length of the chain 105 and link 166 is such that when the pin 1il'7 is disposed in the uppermost recess 192 of the star wheel, the unit 16 will be held in the longitudinal position relative to the car which is shown in Figs. l and 4.

During normal operation, the forward movement of the car 15 is transmitted to the unit 16 through the chain 105. The bolt 9S is normally adjusted so that the drum 94 and the star wheel 95 will be held rigid during normal operating conditions. If, however, during the forward operating movement of the car 15 and of unit 16, the

unit 16 should encounter an obstruction tending to prevent further forward movement, then the stress on the chain 195 will build up rapidly. When this stress exceeds a predetermined frietional resistance of the brake band to rotation of the brake drum, this stress causes rotation of the brake drum 94 and the star wheel 95 in a clockwise direction (as viewed in Fig. 9) against said frictional resistance of the brake band 99. Rotation of the star wheel as described causes the pin 167 to be pulled out of its recess 162, thereby disengaging the chain 165 from the star wheel -S and permitting the car 15 to move forwardly relative to the unit 16. During this relative movement, the hooks 81 and $2 slide longitudinally forward relative to hooks S3 and S4. Movement of the car 15 relative to the unit 16 will be noticed by an operator who can then immediately stop further movement of the car 15 before undue horizontal stresses are transferred to the parallelogram Outrigger linkage 17.

It is apparent that the overload release feature of the unit 85 provides effective protection against undue stress being exerted not only on the unit 16 but also on the Outrigger structure 17. The flexibility of the chain 165 and the adjustability provided by the nut 93 make the draft coupling of the unit 16 to the car 15 an extremely simple operation, while at the same time providing the protection above referred to.

The cleaning unit Referring more particularly to the unit 16, it will be noted that the box or casing for said unit is constructed of a pair of elongated, spaced, parallel, vertically extending, substantially rectangular plates 16S and 1&19. The plates 10S and 169 are joined by a horizontally extending, elongated, rectangular top plate and by a transversely extending vertical rear end plate 111. and 169 have a rectangular portion cut-out of their forward lower corners as at 112 and 112 (see Figs. 2 and 5). The forward edges of the plates 108 and 1119 are connected by a vertical transversely extending rectangular plate 113.

Extending transversely between the forward lower edge portions of the plates 10S and 169 is a plow element 114 having a portion of substantially triangular sectional shape. The element 14 is formed with a relatively sharp forward knife edge 115 and has an upwardly and rearwardly directed transverse flange 116 projecting from its upper apex.

Hinged to the side plates 168 and 16% adjacent the vertical edge of the cut-out portions 112 and 112' and swingable on vertical axes are a pair of wing members 117 and 118 which may be generally triangular in transverse cross-section and which preferably have a relatively sharp vertically extending forward edge. When the unit 16 is in normal operating position, the plow 114 moves along the grade of the sub-ballast and lifts the Vballast there- The plates 'i533 f above upwardly to brake the bond between the ballast aggregate. Simultaneously, the wings 117 and 118 cut through the ballast vertically.

A transversely extending horizontal angle iron 119 is fixed to the plate 113 and is formed with spaced apertures A relatively short section of angle iron 121 is horizontally fixed to the inner surface of the wing 113 adjacent the upper edge thereof and is also apertured. A link 122, which may consist of a piece of angle iron having a pin fixed at each end to form a generally U-shaped member, has one pin positioned in the aperture of the member 121 and has the other pin positioned in an aperture 120. It is apparent that the position of the wing 118 can be selectively varied by positioning the inner pin of the link 122 in a selected aperture 120.

Pivotally mounted on a suitable bracket fixed to the plate 113 is one end of the cylinder of an hydraulic ram 123. The outer end of the plunger of the ram 123 is pivotally connected to the inner surface of the wing 117 adjacent the upper forward corner thereof. Suitable controls and uid pressure circuits (not shown) are provided for the regulation of the movement of all of the rams in the improved apparatus. During normal operation the operator selectively moves the forward edge of the wing 117 laterally inwardly or outwardly to cut through the ballast vertically as nearly as possible to the ends of the ties regardless of non-uniformity in the length of said ties.

The wings 117 and 118 define the effective width of the mouth of the unit 16 and also break down any mud dams which may have formed at the ends of the ties. At the same time, the wings exert a certain amount of pressure upwardly and inwardly of the tie ends to cause a slight upheaval of the intertie ballast adjacent the ends of said ties. This breaks apart the fouled aggregate in the intertie ballast and permits the fouling material to be thereafter washed downwardly and outwardly by rain, the latter tending to drain downwardly and outwardly through said broken apart fouled aggregate toward the shoulder ballast which has been cleaned by the unit 16. It is apparent, therefore, that cleaning of the shoulder ballast is very effective in causing later cleaning of the intertie ballast without any expenditure of labor on said intertie ballast.

Referring to Fig. 5 an elongated rectangular screen 124 is mounted within the unit 16 and has its forward end positioned under the flange 116. The screen 124 extends upwardly and rearwardly from its forward edge as shown. Referring to Fig. 8, the screen 124 is supported on a frame formed of a pair of elongated, vertical side plates 125 and 126, said side plates being joined at their lower edges by a plurality of transversely extending angle members 127. Extending longitudinally along the lower edges of the plates 125 and 126 are angle members 128 and 129. The side edge portions of the screen 12,4 are supported on the longitudinal angle members 128 and 129, and ends, as well as the intermediate portions of said screen 124 are supported on the transversely extending angle members 127.

Referring to Figs. 3 and 5, at each end of the plow member 114 there are vertically extending, inwardly angled plates 130 and 131 which direct the ballast entering the unit 16 inwardly of the screen side plates 125 and 126. A pair of elongated members 132, which are Z-shaped in cross-section, extend along the upper edge 05 of the side plate 125. The members 132 are fixed to the inner surface of the plate 168 and extend over and downwardly adjacent the inner surface of the plate 125, as shown in Fig. 8. A pair of similar elongated members 133 extend along the upper edge of the plate 126 and are fixed to the plate 109, said members extending inwardly over the upper edge of the plate 126 and downwardly adjacent the inner surface of said plate.

Fixed to the forward end portion of each of the plates 125 and 126 is an upstanding bracket 134. The brackets 134 are connected at their upper ends by a transverse Llo channel member 135. Fixed at its opposite ends to and extending transversely between the plates 108 and 109, above and parallel with the channel 135, is a channel 136. The channels 135 and 136 are formed with coaxial apertures adjacent the end portions thereof, and extending loosely through said apertures are bolts 137. Positioned between the upper surface of the channel 136 and the head of the bolt 137 is a rubber bushing 138, and positioned between the lower surface of the channel 135 and a nut 139 on the lower end of the bolt 137, is a rubber bushing 140. It is apparent that the structure just described provides a rubber cushioned swingable mounting for the forward end of the screen assembly.

As shown in Figs. and 8, a relatively wide, generally U-shaped, transversely extending yoke 141 has spaced downwardly projecting plate portions 142 which are fixed to the plates 125 and 126 adjacent the upper rear portions thereof. Fixed to the transverse horizontal extent of the yoke 141 are a pair of spaced coaxial bearings 143. A transversely extending shaft 144 extends through suitable apertures in the plates 108 and 109 and is journaled adjacent its ends in bearings 145 and 146. A double chain drive sprocket 147 is iixed to the end of the shaft 144 adjacent the bearing 145.

The shaft 144 extends through the bearings 143 and is formed adjacent said bearings with coaxial, eccentrically offset portions 148. The shaft 144 is formed intermediate the bearings 143 with an eccentrically offset portion 149 which is oiset in a diametrically opposite direction from the offset portions 148. A flywheel 150 is xed to the end of the shaft 144 adjacent the bearing 146, and said iiywheel is formed with a counterweight portion 151 which is also diametrically opposed to the oifset portions 148. Mounted on the top plate 110 is a steam turbine 152 or other suitable source of power which is drivingly connected to the sprocket 147, through suitable endless chains 153.

It is apparent that, as the turbine 152 rotates the shaft 144 at relatively high speed, the bearings 143 will be caused to move rapidly in a circular path in a vertical plane due to the eccentricity of the offset shaft portions 148. This imparts a rapid vibratory movement to the screen 124, the rubber cushioned swingable mounting at the forward end of the screen permitting said movement. The offset shaft portion 149 and the counterweight portion 151 of the flywheel 150 tend to counterbalance the weight of the screen assembly with respect to the bearings 145 and 146 and to thereby reduce the vibration transmitted to the walls 108 and 109 during operation of the unit 16.

Referring to Fig. 5, it will be noted that rectangular plate 154 is positioned against the inner surface of each of the side plates 108 and 109 of the unit 16 and adjacent the forward upper corner thereof. The plates 108 and 109 are each formed with a longitudinally elongated aperture 155 adjacent the plates 154, as shown in Fig. 5. The

plates 154 are formed with horizontally extending slots 156 for receiving attaching bolts 157 which project therethrough and which are threaded into the adjacent side plates 108 and 109. Projecting inwardly from the inner surface of the side plates 108 and 109 adjacent the rear edge of each of the plates 154 is a nut 158. Threaded through each of the nuts 158 and extending longitudinally forward into contact with the rear edge of the adjacent plate 154 is an adjustment bolt 159 having threaded thereon a lock nut 160.

The plates 154 are formed with bearings 161, and journaled at its opposite ends in the bearings 161 is a transversely extending shaft 162. Fixedly mounted on the shaft 162 are a pair of spaced identical sprockets 163. It is apparent from Fig. 5 that the shaft 162 and the sprockets 163 can be moved forwardly or rearwardly in a horizontal plane by loosening the attaching bolts 157 and by turning the adjustment bolt 159, the bolts 157 coasting with the slots 156 to limit the movement of'said plates to horizontal longitudinal movement.

Journaled in suitable bearings on the plates 108 and 109 and positioned above the forward end of the screen 124 are a pair of transversely extending shafts 164 and which are parallel with the shaft 162. Fixedly mounted on the shaft 164 is a pair of spaced sprockets 166 which may be identical with the sprockets 163 and which are coplanar therewith. Fxedly mounted on the shaft 165 is a pair of spaced sprockets 167 which may be identical with the sprockets 166 and which are coplanar therewith.

Journaled in suitable bearings on the plates 108 and 109 is a transversely extending shaft 168 which is spaced from the screen 164 substantially the same distance as the shaft 165 is spaced from said screen. Fixedly mounted on the shaft 168 is a pair of sprockets 169 which may be identical to the sprockets 167 and which are coplanar therewith. Journaled in suitable bearings on the plates 108 and 109, directly rearwardly of the shaft 162 and intermediate the length of the screen 124, is a shaft 170 which is parallel with the shafts 165 and 168. Fixedly mounted on the shaft 170 is a pair of sprockets 171 which may be identical to the sprockets 165 and 169 and which are coplanar therewith.

A pair of endless conveyor chains 172 and 173 (see Figs. 5 and 8) extend around the sprockets 163, 166, 167, 169 and 171. From Fig. 5 it will be noted that the chains 172 and 173 each have a stretch extending between the sprockets 167 and 169, said stretch being substantially parallel with the inclined screen 124.

Fixed to and extending transversely between the chains 172 and 173 are a plurality of spaced iiights 174. The iiights 174 are rake-like in shape and have spaced, aligned, outwardly projecting fingers or tines 175 (see Fig. 8). The tines 175 are each reinforced against deformation by integral angle bars 176. As is clearly shown in Fig. 8, the spaced tines 175 of each iiight 174 are oiset laterally from the spaced tines 175 of the next adjacent flights 174. The purpose of this disposition will clearly appear hereinafter.

Fixed to the end of the shaft 168 outwardly of the side wall 109, is a sprocket 177. Mounted on the top of the unit 16 rearwardly of the turbine 152 is a turbine 178 which is provided with a relatively small sprocket 179 (see Fig. 5). An endless chain 180 extends around the sprockets 179 and 177 to transmit rotative power from the turbine 17S to the shaft 168. The turbine 178 drives the conveyor chains 172 and 173 in the direction indicated by the arrows (counter-clockwise as viewed in Fig. 5). This causes the flights 174 on the extent of the chains 172 and 173 between the sprockets 167 and 169 to move longitudinally upwardly and rearwardly over the screen 124.

Referring to Figs. 5 and 8, it will be noted that a plurality of spaced, wear resistant metal strips 181 are fixed to the upper surface of the screen 124 and extend longitudinally thereof. The strips 181 are positioned directly below the line o-f travel of certain of the tines 175 as said tines travel adjacent the screen 124. The purpose of the wear resistant strips 181 is to prevent excessive wear on the screen 124 due to engagement of the tines 175 therewith, should any slack exist in the chains 172 and 173 permitting the tines 175 to be lowered into said engagement. In the improved apparatus, should the 172 and 173 become too slack, forward movement of the shaft 162 and sprockets 163 can be accomplished, by adjustment of the bolt 159 as previously described, to tighten said chains.

Referring to Figs. 5, 6, and 7, it will be noted that a pair'of vertical baffle plates 182 and 183 are positioned under the screen 124 and are iixed at one end to the plate 108, extending outwardly and rearwardly to a fixed connection with the plate 109. The batiie plates 182 and 183 may be parallel. The baffle plate 182 preferably has a horizontal lower edge portion 184 adjacent the plate 108, said plate also having an upwardly angled lower edge portion 185 outwardly of the portion 184. The horizontal lower edge portion 184 preferably extends in the plane of the bottom edges of the plates 108 and 109. The lower edge 186 of the batiie 183 preferably angles upwardly from the plate 108 throughout the length of the bafe 183 as shown.

A vertical baffle 187 is positioned under the rear end of the screen 124, and has a rectangular portion 188 connected to the plate 108 and extending outwardly and rearwardly, substantially parallel with the baffles 182 and 183, to a point intermediate the space between the plates 108 and 109, as clearly shown in Figs. 6 and 7. The bafe 187 is formed with a triangular portion .189 which extends transversely outwardly and parallel with the end wall 111, the outer apex of the portion 189 being fixed to the wall 109.

A bathe 190 has a rectangular portion 191 which is tixed at its upper edge to the wall 109, said edge extending horizontally between outer apex of the portion 189 of the baie 187 and the rear end wall 111. The portion 191 of the baille 190 extends transversely inwardly and downwardly, with the forward edge of said battle being sealingly connected as by welding, to the angled lower edge of the triangular portion 189 of the baffle 187. The rear edge of the baffle portion 191 is sealingly connected as by welding to the rear end wall 111. Depending from the inner edge of the portion 191 of the baffle 190 is a rectangular, vertically extending portion 192 which extends parallel with the sidewalls 108 and 109 and which has its forward edge sealingly connected, as by welding, to the vertically extending inner edge of the portion 188 of the battle 187.

It will be noted (in Figs. 5 and 7) that the lower edge of the portion 188 of the bate 187 and of the portion 192 of the bathe 190 extend in the horizontal plane of the lower edges of the side walls 108 and 109. Referring to Fig. 10, it will be noted that the rear end wall 111 has a lower edge portion 193 which extends from the plate 109 downwardly and inwardly in the plane of the portion 191 of the battle 190. The end wall 111 also has an edge s portion extending vertically upwardly from the portion 192 of the baffle 190 and connecting the edge portion 1.91 with a horizontally extending edge portion 195 the latter extending to the side wall 108, as shown.

Referring to Figs. 4, 5 and 6 it will be noted that a bucket elevator assembly 196 is mounted on the rear end wall 111 of the unit 16 adjacent the side wall 109. The bucket elevator assembly 196 is provided with a housing formed of a pair of parallel, vertically extending side walls 197 and 198 and of a vertically extending end wall 199.

The side wall 197 is coplanar with the plate 109, and

the side wall 198 is positioned adjacent the plane of the portion 192 of the bale 190, as shown in Fig. 6. The lower edges of the walls 197, 198 and 199 are preferably extended in the horizontal plane of the lower edges of the walls 108 and 109. The walls 197 and 198 terminate at their upper ends substantially liush with the top of the unit 16, whereas the end wall 199 terminates intermediate the height of the side walls 197 and 198 as shown in Fig. 5

ionrnaled at its opposite ends in suitable bearings carried by the lower portions of the side walls 197 and 198 is a transverse shaft 200. Fixed on the shaft 200 isa pair of spaced sprockets 201. Extending upwardly from the upper edges of the sid@ walls 197 and 198 are a pair of transversely aligned brackets 202 and 203. The brackets 202 and 203 support suitable bearings in which is journalcd a transversely extending shaft 204 which is parallel with the shaft 206. Fixed on the shaft 204 intermediate its bearings is a pair of spaced sprockets 205 which are coplanar with the lower sprockets 201. Extending around the sprockets 205 and 201 is a pair of endless conveyor chains 206 to which is fixed a plurality of spaced, transversely extending conveyor buckets 207,v as shown in Figs. 4, 5 and 6.

Fixed to the end of the upper shaft'204. outwardly of the bracket 203s is a sprocket 208. Mounted on the upper CII wall 110 of the unit 16, rearwardly of the turbine 178, is a turbine 209. The turbine 209 is provided with a driving sprocket 210 which is drivingly connected to the sprocket 208 by an endless chain 211 extending therearound. The turbine 209 drives the conveyor chains 206 in the direction indicated in Fig. 5. Referring to Fig. 2, a suitable cover guard 212 covers the chain 211 and sprockets 210 and 208. A suitable cover guard 213 covers the sprockets 179 and 169 as well as the endless chain 180.

Referring to Fig. l it will be noted that an endless belt conveyor 214 extends transversely underneath the platform of the car 15, adjacent the rear end of the unit 16, in a position to receive the discharge from the bucket elevator 196. The conveyor 214 is pivotally mounted so as to rotate and come within clearance lines of the car while travelling to and from the place of operation, and is so arranged that when it is in the position of Fig, l, it will discharge material received from the bucket elevator 196 outwardly of the shoulder of thc railway roadbed. Suspended from a suitable Outrigger structure 215 rearwardly of the unit 16 and adjacent the side of the car 15 s a ballast shoulder shaping plow unit 216 which may be of conventional design.

Operation The improved apparatus is moved to the area in which it is to operate while the operating parts are disposed as shown in Fig. 2 and by full lines in Fig. 3. In this position the ballast cleaning units 16 and 16' are positioned on the platform of the car 15 and the parallelogram outrigger linkages are in vertical position. It will be noted that in Figs. 2 and 3 the supporting chains 68, 71, 79 and 76 are slack. There is also no substantial stress normally existing on the cables 47, 62 and 63 when the units 16 and 16 are in this position.

Upon reaching the scene of operation, the hydraulic ram plungers 41, 42, 56 and S7 are simultaneously retracted in equal amounts to raise the units 16 and 16 upwardly off the platform of the car 15 a short distance. When the units 16 and 16 are initially lifted upwardly in this manner, they are moved rectilinearly vertically so that in raised position the units are maintained in the same level positions as they were when resting on the platform of the car 15.

The plungers of the hydraulic rams 28 and 30 are then extended to cause outward swinging movement of the parallelogram Outrigger linkages 17 and 18 to the position shown in Fig. l and to the dot and dash line position of Fig. 3. As the operation on the two sides is identical, only the operation of the unit 16 will now be described. As the Outrigger linkage 17 swings transversely outwardly, the unit 16, which is held suspended by the cables 4S, 47, 62 and 63, is swung outwardly therewith beyond the side edge of the platform of the car 15. Due to the parallelogram structure of the Outrigger linkage 17, the

unit 16, as it moves laterally outwardly with said linkage, maintains the level disposition previously mentioned.

Simultaneous extension of the ram plungers 41, 42, 56 and 57 in equal amounts then causes lowering of the unit 16 toward the position shown in Figs. l and 4. and also shown by dot and dash lines in Fig. 3. During this lowering movement, the vertically extending hook members 83 and 84'; on the inner wall of the unit 16 slidably interlock with the horizontally extending hook members 81 and 82 on the side of the car 15, as shown in Fig. 4 and by dot and dash lines in Fig. 3.

The ram plungers 41 and 42 are extended sufficiently to lower the unit 16 onto the shoulder ballast adjacent the tie ends. When the unit 16 is thus resting on said shoulder ballast, there is no substantial stress on thel cables 45, 47, 6,3 and 62. A draft connection between the unit 16 and the car 15 is then'effected by manually positioning the transversey pin 107 in the forward link 1106 of the chain 105 in the uppermost peripheral recess' 102 ofthe Star Wheel 9S (see Figs. 4 and 9). The adjustment bolt 13 98 is then turned, if necessary, to exert, through the brake band 99 and its lining 100, a predetermined frictional resistance to rotation on the brake drum 94.

The transverse belt conveyor 214 is manually swung into its operative position as shown in Fig. l, and the shoulder shaping plow 216 is also swung by any suitable means into its operative position shown in Fig. l. The turbines 152, 178 and 209 are then started, said turbines being preferably driven by steam from the locomotive attached to the car 15. This causes the conveyor chains 172 and 173 to move in the directions indicated by the arrows in Fig. 5, and causes the bucket elevator 196 to begin operating in the direction indicated by lthe arrows in said figure. In addition, the screen 124 is started vibrating due to the eccentricity of portions of the rotating shaft 144. The improved ballast cleaning unit 16 is now ready to perform a ballast cleaning operation.

The ballast cleaning operation begins as the locomotive attached to the car 15 draws said car forwardly (toward the left as viewed in Fig. l). As the car 15 moves forwardly, a forward pull is exerted on the unit 16 by the chain 105. As the unit 16 moves forwardly, the plow 114 and the wings 117 and 118 dig into the ballast adjacent the tie ends. During the initial forward movement of the unit 16 said unit moves downwardly, as the plow 114 digs into the ballast, until said unit reaches a level position wherein the plow 114 is positioned at the subgrade. When the unit is in this level operating position, the chains 71, 68, 79 and 76 are taut and carry the full weight of said unit, the hoisting cables 45, 47 63 and 62 having no substantial stress thereon.

Forward movement of the unit 16 results in the plow 114 and the wings 117 and 118 funneling fouled ballast onto the forward end of the vibrating screen 124. The flights 174 on the chains 172 and 173 dig into the ballast as it enters into the mouth of the unit and urge said ballast upwardly and rearwardly over the vibrating screen 124. During this upward and rearward movement of the ballast, as a result of contact therewith by the tines 175 of the liights 174, said ballast is thoroughly stirred and churned, said stirring action being unique and being accomplished as a result of the lateral offsetting of the tines 175 of one ight with respect to the tines 175 of the next adjacent ilights. This stirring action and the agitation provided by the vibrating of the screen 124 causes the fouling material in the ballast to drop through the screen 124, the cleaned ballast being conveyed by the flights 174 olf the upper rear end of said screen. The portion of the cleaned ballast which drops onto -the inwardly inclined baille 190 is deflected laterally inwardly as it moves down the baflle 190, and is deposited, together withV the remainder of the cleaned ballast being discharged from the screen 124, onto the subgrade adjacent the tie ends. This action will be apparent by reference to Figs. 7 and lO, the cleaned ballast being undisturbed by the rear end wall 111 of the unit 16 due to the cut-out lower edges 194 and 195 thereof permitting sufficient clearance therebelow for the ballast.

The fouling material that passes through the screen 124 is deposited on the level floor of the subgrade formed by the plow 114. The lower edge portion 184 of the baffle 182, during forward movement of the unit 16, scrapes the level iioor of the subgrade and deflects the screened out dirt laterally outwardly `and under the upwardly angled lower edge portion 185 of said baffle. The baflle 133 also deflects the screened out dirt laterally outwardly during forward movement of the unit 16, the upwardly angled lower edge 186 thereof providing that the major part of said dirt is deposited adjacent the outer wall 109 of the unit 16. The lower edge of the portion 188 of the baie 187 scrapes the floor .of the subgrade, and all of the screened out dirt with which it comes in contact is deected laterally outwardly of the longitudinal, vertical disposed portion 192 of the bafile 190. Substantially all of the screened out dirt or fouling material is eiectively directed by the battles 182, 1,83y and'I 187 into a longitudinally extending pile (not shown) which becomes disposed under and outwardly of the baffle 190. This longitudinally extending pile of dirt is directly aligned with the path of travel of the bucket elevator 196.A

Forward movement of the unit 16 causes the bucket elevator 196 to move along the longitudinal pile of screened out dirt, gathering said dirt up in the buckets 207 and depositing said dirt on the transverse belt con= veyor 214 which, in turn, deposits said dirt on the outside berrne. The ballast shaping plow 216 distributes the cleaned ballast evenly adjacent the tie ends and provides any desired contour of ballast dressing which may be desired in order to leave Ia sightly and well dressed track behind the improved ballast cleaning apparatus.

During the operation, an operator controlling the improved apparatus regulates the position of the forward edge of wing 117 by controlling the hydraulic ram 123 to maintain said forward edge very close to the tie ends regardless of non-uniformity in length of said ties. As previously stated, the vertical cleavage adjacent the tie ends, provided by the cutting action of the forward edge of the wing 117, beaks down any mud dams adjacent said tie ends and permits the cleansing and drainage of the intertie ballast in the manner previously described.

The hydraulic rams 39 and 40 may be actuated independently of the rams 54 and 55 in order to tilt the unit 16 to any desired angle when starting into the ballast.

All of the hydraulic rams in the improved apparatus are preferably actuated by uid from a pump (not shown), which pump is preferably driven by a steam turbine (also not shown), the latter being preferably driven by steam from the locomotive which is used to move the car 15. Suitable hydraulic and steam circuits (not shown) are provided for controlling the operation of all of the hydraulic rams and steam turbines in the improved apparatus.

It is to be understood that the palallelogram outrigger mechanism has utility in supporting and controlling the position of various units designed to operate on a roadbed alongside a car and is not limited in its use to the particular ballast cleaning unit described herein. It is further to be understood that the screen in conjunction with the special tine arrangement has broad application in connection with the screening of various materials.

Various changes and modification may be made without departing from the spirit of the invention, and all such changes are contemplated as may come within the scope of the claims.

What is claimed is:

l. In an apparatus for cleaning railway ballast having a car adapted to be moved along a railroad track, having a ballast cleaning unit, and having means on said car for suspending said unit therefrom in operative position adjacent a side of said car: a draft member connected at one end to said cleaning unit; means releasable in response to a predetermined stress on said draft member for normally connecting the other end of said member to said car; a pair of spaced horizontally extending hook-shaped members on the side of said car having open rear ends; and a pair of spaced vertically extending hook-shaped members on said cleaning unit and having open lower ends, said hook-shaped members being positioned for interlocking engagement when said cleaning unit is in operative position, said hook-shaped members also being positioned to permit movement of said unit upwardly or rearwardly from its operative position relative to said car while at the same time preventing lateral movement of said unit relative to said car.

2. In an apparatus for cleaning railway ballast having a car adapted to be moved along a railroad track, having a ballast cleaning unit and having exible means on said car for swingably suspending said unit therefrom in operative position adjacent a side of said car: a draft connection between said car and cleaning unit in addition to said flexible means, said connection including a draft member connected to said cleaning unit and an overload release unit connected to said car, the latter unit having a rotatable brake drum to which one end of said draft member is normally releasably connected for release in response to rotation of said drum, said overload release unit also having means including an adjustable brake band extending around said drum for causing a predetermined frictional resistance to rotation of said drum normally preventing rotation thereof, whereby said overload release unit is responsive to a predetermined abnormal stress on said draft member to release said draft connection whereby said cleaning unit may swing on said flexible suspending means.

3. In an apparatus for cleaning railway ballast hav ing a car adapted to be moved along a railroad track, having a ballast cleaning unit and having exible means on said car for swingably suspending said unit therefrom in operative position adjacent a side of said car: a draft member connected at one end to said cleaning unit in addition to said flexible means; and an overload release unit on said railway car including a rotatably mounted brake drum and a connection member fixed to said drum to which the other end of said draft member is normally releasably connected for release in response to rotation of said drum, said overload release unit also having means including an adjustable brake band extending around said drumy for causing a predetermined frictional resistance to rotation of said drum normally preventing rotation of said drum, whereby said overload release unit is responsive to a predetermined abnormal stress on said draft member to release the draft member from said connection member whereby said cleaning unit may swing on said flexible suspending means.

4. In an apparatus for cleaning railway ballast having a `car adapted to be moved along a railroad track, having a ballast cleaning unit and having flexible means on said car for swingably suspending said unit therefrom in operative position adjacent a side of said car: a draft connection between said car and cleaning unit in addition to ysaid exible means, said connection including a draft member connected to said cleaning unit; a rotatably mounted brake drum on said car; and a star wheel fixed to said brake drum and rotatable therewith, said draft member being normally releasably connected to said star wheel for release in response to rotation of said wheel; and means including an adjustable brake band extending around said drum for causing a predetermined frictional resistance to rotation of said drum normally preventing rotation of said drum, said drum being rotated in response to a predetermined stress on said draf-t member whereby said cleaning unit may swing on said flexible suspending means.

5. In an apparatus for cleaning railway ballast having a car adapted to be moved along a railroad track, having a ballast cleaning unit and having flexible means on said car for swingably suspending said unit therefrom in operative position adjacent a side of said car: a draf-t connec- Etion between `said car and cleaning unit in addition to said flexible means, said connection including a chain; a rotatably mounted brake drum; and a star wheel formed with peripheral recesses and fixed to said brake drum and rotatable therewith, said chain having a link normally positioned in one of the peripheral recesses of said star wheel and disengageable therefrom in response to rotation of said wheel; and adjustable means including brake band extending around said drum for causing a predetermined frictional resistance to rotation of said drum, said drum being rotated Iin response to a predetermined stress on said chain to cause disengagement of said chain from said star wheel whereby said cleaning unit may swing on said exible suspend-in g means.

6. In an apparatus .for cleaning railway ballast having i." i. o

`a car adapted lto be moved along a railroad track, having a ballast cleaning unit, and having means on said car for Isuspend-ing said unit therefrom in operative position adjacent a side of `said car: a draft connection between said car and said cleaning unit, said connection including a draft member and an overload release unit having a pair of relatively slidable friction members t-o one of which one end of said draft member `is normally connected for `release in response to said relative slidable movement, said overload release unit also including means for selectively causing a predetermined frictional engagement between .said -friction members, whereby said overload release unit is responsive to a predetermined abnormal stress on .said draft member to release ,said draft connection; a first bracket mounted on the side of said car and having an elongated longitudinally extending vertical o-pening therein; and a second bracket on .said cleaning unit having 'a vertical bar portion positioned in the vertical opening of the first bracket when said unit is in operative position, the opening in said first bracket being of such width that it prevents any substantial transverse movement of said vertical bar portion therein and of such length that said vertical bar portion can move longitudinally therein, whereby said brackets prevent any substantial transverse movement of the cleaning unit relative to said car and permit longitudinal movement of said unit relative to the car upon release of Ithe draft connection.

7. ln an apparatus for cleaning railway ballast having a car adapted to be moved along a railroad track, having a ballast cleaning unit and having means on said car for suspending said unit therefrom in opera-tive position adjacent -a side of said car: a draft connection between said car and cleaning unit, said connection including a draft member connected to said cleaning unit; an overload release unit connected to said car, the latter unit having a rotatable brake drum to which one end of said draft member is normally releasably connected for release in response yto rotation of said drum, said overload release unit also having means including an adjustable brake band extending around said drum for causing a predetermined frictional resistance to rotation of said drum normally preventing rotation thereof, whereby said overload release unit is responsive to a predetermined abnormal stress on said draft member `to release said draft connection; a first bracket mounted on the side of said car and having an elongated longitudinally extending vertical opening therein; and a second bracket on said cleaning unit having a vertical bar portion positioned in the vertical opening of the first bracket when said unit is in operative position, the `opening in said first bracket being of such width that it prevents any substantial transverse movement of said vertical bar portion therein and of such length that said vertical bar portion can move longitudinally therein, whereby said brackets prevent any substantial transverse movement of the cleaning unit relative to said car and permit longitudinal movement of said unit relative `to the car upon release of the draft connection.

8. In an apparatus for cleaning railway ballast having a car adapted to be moved along a railroad track, having ballast cleaning unit and having means on said car for suspending said unit therefrom in operative position adjacent a side of said car: a `draft member connected at one end to said cleaning unit; an overload release unit on said railway car including a rotatably mounted brake drum and a connection member fixed to said drum to which the other end of said draft member is normally releasably connected for release in response to rotation of said drum, said `overload release unit also having means including an adjustable brake band extending around said drum for causing Ia predetermined frictional resistance to rotation of said drum normally preventing rotation of said drum, whereby said overload release unit is responsive to a predetermined `abnormal stress on said draft member to release the draft member from said connection member;

tion, the opening in-said rs't bracket being of such width that -it prevents any substantial transverse movement of said ventical bar portion therein and of such length that said vertical fbar pontion can move longitudinally therein, whereby said brackets prevent any substantial transverse movement of the cleaning unit relative to said car and permit longitudinal movement Vof said unit relative to Athe car upon relea-se of the draft connection.

9. ln an apparatus for cleaning railway ballast having a car adapted to be moved along a railroad track, having 'a ballast cleaning unit and having means on said car for suspending said unit therefrom in operative position adjacent a side of said car: a draft connection between said car and cleaning unit, said connection including a draft member connected to said cleaning unit; a rotatably` mounted brake drum on said car; a star wheel fixed to said brake drum and rotatable therewith, said draft member being normally releasably connected to said star wheel for release in response to rotation of said wheel; means including an adjustable brake band extending around said drum for causing a predetermined frictional resistance to rotation of said drum normally preventing rotation 'of said drum, said drum being rotated in response to a predetermined stress on said draft member; a first bracket mounted on the side of said car and having an elongated longitudinally extending vertical opening therein; and a second bracket on said cleaning unit having a vertical bar portion positioned in the vertical opening of the iirst bracket when said unit is in operative position, the opening in said first bracket being of such Width that it prevents any substantial transverse movement of said vertical bar portion therein and of such length that said vertical bar portion can move longitudinally therein, whereby said brackets prevent any substantial transverse movement of the cleaning unit relative to said car and permit longitudinal movement of said unit relative to the car upon release of the draft connection.

l0. ln an apparatus for cleaning railway ballast having a car adapted to be moved along a railroad track, having a ballast cleaning unit and having means on said car for suspending said unit therefrom in operative position adjacent a side of said car: a draft connection between said car and cleaning unit, said connection including a chain; a rotatably mounted brake drum; and a star wheel formed with peripheral recesses and iixed to said brake drum and rotatable therewith, said chain having a link normally positioned in one of the peripheral recesses of said star wheel and disengageable therefrom in response to rotation of said wheel; and adjustable means including a brake band extending around said drum for causing a predetermined frictional resistance to rotation of said drum, said drum being rotated in response to a predetermined stress on said chain to cause disengagement of said chain from said staiwheel; a iirst bracket mounted on the side of said car and having an elongated longitudinally extending vertical -opening therein; and a second bracket on said cleaning unit having a vertical bar portion positioned in the vertical opening of the first bracket when said unit is in operative position, the opening in said iirst bracket being of such width that it prevents any substantial trans-` verse movement of said vertical bar portion therein and of such length that said vertical bar portion can move longitudinally therein, whereby said brackets prevent any substantial transverse movement of the cleaning unit relative to said car and permit longitudinal movement of said unit relative to the car upon release of the draft connection.

1l. In an apparatus for cleaning railroad ballast having a car adapted to be moved along a railroad track and 18 having a ballast cleaningv unit: an Outrigger mounted on s aid carguiiexible hoisting members depending from said voutrigger and connected to said cleaning unit for lifting the latter from an operative position at a side of said car; a draft connection between said cleaning unit and car normally engaged when said unit is in operative position; overload release mechanism embodied in said draft connection a iirst bracket on the side of said car adjacent `the operative position of said cleaning unit, said bracket having a `vertical opening therein which is open at the rear; and a secondl bracket mounted on the side of said cleaning unit adjacent said car, said second bracket having a vertical bar portion normally positioned in the vertical opening of said rst bracket, the opening in said rst bracket being of such width that it prevents any substantial transverse movement of said vertical bar portion therein, whereby said brackets prevent any substantial transverse movement of said unit relative to said car, and said second bracket being withdrawable rearwardly and being open at the lower end of said vertical bar portion to permit upwardly withdrawal of said bar portion from said rst bracket opening as the cleaning unit is lifted from operative position by said hoisting members.

l2. in an apparatus for cleaning railroad ballast having a car adapted to be moved along a railroad track and having a ballast cleaning unit: means including at least one flexible supporting member on said car from which said unit is freely suspended adjacent a side of the car when in operative position; a draft connection between said cleaning unit and car normally engaged when said unit is in operative position; overload release mechanism embodied in said draft connection a rst bracket on the side of the car adjacent said unit having an elongated longitudinally extending vertical opening therein; and a second bracket on said cleaning unit having a vertical bar portion positioned in the vertical opening of the rst bracket when said unit is in operative position, the vertical opening of said first bracket being of such width that it prevents any substantial transverse movement of the vertical bar portion therein, and said vertical opening being of such length that said vertical bar portion can move longitudinally therein, whereby said brackets prevent any substantial transverse movement of said cleaning unit relative to said car, while permitting longitudinal movement of said unit relative to said car upon release of said draft connection.

13. ln an apparatus for cleaning railroad ballast having a car adapted to be moved along a railroad track and having a ballast cleaning unit: means including at least one flexible supporting member on said car from which said unit is freely suspended adjacent a side of the car when in operative position; a irst bracket on the side of the car adjacent said unit having an elongated longitudinally extending vertical opening therein; a second bracket on said cleaning unit having a vertical bar portion positioned in the vertical opening of the first bracket when ,said unit is in operative position, the vertical opening of said rst bracket. being of such width that it prevents any substantial transverse movement of the vertical bar portion therein, and said vertical opening being of such length that said Vertical bar portion can move longitudinally therein, whereby said brackets prevent any substantial transverse movement of said cleaning unit relative to said car while permitting longitudinal movement of said unit relative to said car; a draft member connected to one end of said cleaning unit; and releasable means normally connecting the other end of said draft member to said car in a manner to prevent rearward movement of said unit from said operative position relative to said car, said means being releasable in response to a predetermined stress on said draft member, and release of said means permitting rearward movement of said unit relative to said car.

14. In an apparatus for cleaning railway ballast having a` car` adaptedto be mevedalong a' railroad track and in operative position adjacent a side of said car; a draft connection'between said car andsaid cleaning unit, Said connection including a draft member and anV overload releaseV unit having a pair of relatively slidable friction members to one of which one end of said draft member is normally connected for release in response to said relative slidable movement, said overload release unit also including means for selectively causing a predetermined frictional engagement between said friction members, whereby said overload release unit is responsive to a predetermined abnormal stress on said draft member to release said draft connection; and cooperating means on said cleaning unit and'car engageable by downward vertical movement of said cleaning unit to prevent lateral movement of the cleaning unit relative to the car, said cooperating means also being shaped for disengagement by rearward movement of said cleaning unit relative to said car to thereby permit longitudinal movement of said unit upon release of said draft connection.

15. in an apparatus for cleaning railroad ballast and having a car adapted to be moved along a railroad track and having a ballast cleaning unit: means including ilexible members on said car for suspending said unit therefrom in operative position adjacent a side of said car; a draft connection between said car and said cleaning Referen'cescifea-inmeme of thispafem UNITED STATES PATENTS 1,003,621 Lincoln Y f Sept. 19, 1911 1,118,817 Sheehan et al. Nov. 24, 1914 1,534,049 Allbin Apr. 21, 1925 1,713,685 Austin May 21, 1929 1,730,556 Collies Oct. 8, 1929 1,813,075 Neufang et al July 7, 1931 2,003,606 Protzeller June 4, 1935 2,013,383 Grant Sept. 3, 1935 2,196,880 Van Voorhis Apr. 9, 1940 2,284,035 Blair May 26, 1942 2,348,899 Guignard et al. May 16, 1944 2,420,941 Fics May 20, 1947 2,433,598 Chadwick Dec. 30, 1947 2,595,752 Batts May 6, 1952 

